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The Ford Mustang Boss 429, a real heavyweight of its time, was Ford’s bold attempt to challenge the Chrysler 426 Hemi on the NASCAR tracks. With an engine so big, it needed a trunk relocation for the battery—because who needs trunk space anyway? Kar Kraft had to re-engineer the Mustang just to fit this beast under the hood. The result? A 375 hp engine that laughs at its own rating, easily roaring past 600 hp with tweaks. The Boss 429 is a muscle car icon, proving that size does matter!
Get ready to rev up your engines with the 2013-2014 Mustang GT lineup, where speed meets style! The Shelby GT500 roars with a 5.8L Trinity V8, hitting 662 hp and a breezy 202 mph. Not a fan of shifting gears? No problem! Whether cruising in the Boss 302 or the GT, you’ll enjoy upgraded brakes, stability control, and even ambient lighting for those moody night drives. And don’t forget the essential USB plug for your road trip playlists. Buckle up; it’s going to be a wild ride!
Jack Scanlon spent a decade restoring his 1970 Ford Mustang Mach 1 in Grabber Orange back to its 428 Cobra Jet-powered original spec, working with a dedicated restoration shop to track down authentic parts. Filmed at Barrett-Jackson in Scottsdale, the finished car looks factory-fresh. Hear the story of what it took to get it there.
Ford expected the new Mustang to sell 100,000 units in its first year — buyers blew past that mark in under three months. This gallery traces the first-generation Mustang from its record-breaking 1964 debut through the Boss 302 era, with a surprising twist: the launch year wasn’t even the Mustang’s best-selling one. See which model year actually topped the charts.
The Ford Mustang’s fifth generation, launched in 2005, rides the nostalgia wave with a nod to the fastbacks of the ’60s. Sporting a mix of retro flair and modern muscle, it features a Macpherson-strut suspension, and a lineup of engines that could make a cheetah jealous. From a humble V6 to a roaring V8, it packs a punch stronger than your morning coffee. With options like a 1000-watt stereo and a Shelby GT500 that could double as a rocket, this Mustang ensures you’re never late for brunch.
Ford built this Boss 302 Mustang to satisfy SCCA Trans-Am homologation rules, which required at least 6,500 production copies before the race car could compete. Ford ended up building 7,014 for 1970, exceeding the quota by 514 cars, each carrying a fortified 302-cubic-inch V8 making 290 horsepower and a suspension tuned for road-course duty. Period road tests clocked the quarter mile in 14.9 seconds at 93.4 mph. Ford dropped the model after just two years on the market.
Ford has spent six decades building genuinely different kinds of muscle cars, from the original 1964 Mustang that sold 400,000 units in its first year to Shelby’s race-bred GT350 and GT500, all the way to the homologation-only Boss 302 and Boss 429. Take the quiz and the real question isn’t which car is fastest – it’s which era of Ford’s muscle car identity actually matches how you’d drive. Here’s the history behind every option on the list.
Ford has built more than a century of legendary engines, and Car News TV tries to crown the seven greatest in one countdown. From the flathead V8 that democratized speed to the big-block bruisers that conquered Le Mans, the list spans the whole blue-oval catalog. Uniquely, the video skips narration entirely so you can hear each engine run. Watch to see whether your favorite made the cut.
Ford needed thousands of these built just to make Trans-Am racing legal, and that homologation math produced one of the sharpest-handling Mustangs of the muscle car era. Powered by a high-revving 290-horsepower 302 small-block instead of a big-block brawler, the Boss 302 was built to beat Chevrolet’s Camaro Z28 on road courses, not just stoplights. It worked: Ford took the 1970 Trans-Am Manufacturer’s Championship.
ZL1 versus Hellcat versus Shelby versus Boss 302 versus a Corvette ZR1 that refuses to be counted out. This compilation lines up the modern muscle matchups fans never stop arguing about, and the results rarely follow the horsepower charts. Traction, gearing, and driver nerve decide these races as much as raw power. Pick your favorite before you press play, and see whether your loyalty survives the quarter mile.
Ford didn’t build the Boss 302 to look good in a parking lot — it built it to beat the Camaro Z/28 on Trans-Am race weekends, then had to sell a street version to make it legal. Here’s the racing rulebook that created one of the most collectible small-block Mustangs Ford ever made, and why so few survive today.
Ford built the 1970 Boss 302 Mustang strictly to satisfy Trans-Am homologation rules, hiring designer Larry Shinoda to give it a front spoiler, rear wing, and matte black hood unlike anything else in the Ford lineup that year. Production jumped to 7,014 units — over four times the 1969 total — powered by a 302 cubic inch V8 making 290 horsepower through big-port heads borrowed from the upcoming 351 Cleveland. New hockey-stick stripes and inboard headlights set the 1970 model apart at a glance. Numbers-matching survivors like this grabber-hood example remain some of the most sought-after Mustangs of the era.
The 1969 Mercury Cougar lineup hid more variety under its hood than the brochure let on, ranging from a Windsor small block bored out from Ford’s 302 all the way up to a 335-horsepower Cobra Jet big block. Mercury even added a mid-year surprise, slotting the Boss 302 into a new Eliminator package months after the model year began. It turned a plush pony car into one of Ford’s more overlooked performance bargains.
Ford built the Boss 302 to answer one problem: beating the Camaro Z/28 in Trans-Am racing, and the solution meant borrowing cylinder heads from an entirely different Ford engine family. Designer Larry Shinoda gave it a purposeful look with a front spoiler, rear wing, and deleted scoops, while production nearly quadrupled between 1969 and 1970. What looked like a narrow homologation special turned into one of Ford’s most collectible Mustangs.